Engine air/fuel control system

Description

[0001] The invention relates to electronic engine controls for internal combustion engines. In particular, it relates to air/fuel control with catalytic converter monitoring.

[0002] Engine air/fuel control systems are known in which fuel delivered to the engine is adjusted by output signals derived from exhaust gas oxygen sensors positioned both upstream and downstream of the catalytic converter. Each output signal is generated by comparing the voltage output of each sensor against a reference to generate a two-state signal.

[0003] It is also known to monitor the converter's efficiency by calculating a ratio in transitions of the downstream two-state signal to the upstream two-state signal. Such an approach is shown in U.S. Patent No. 5,385,016 or US-A-5 228 287.

[0004] The inventors herein have recognised numerous problems with the above approaches. For example, poor engine calibration, or peculiar mixing of the exhaust gases in the exhaust manifold, may cause the downstream sensor to be exposed to exhaust gases rich of stoichiometry. A comparison of the downstream sensor output to a reference voltage may not always be possible. Under such conditions, a transition in the sensor output may not be detected thereby reducing the accuracy of converter efficiency indications. Similar problems may occur when the peak-to-peak voltage output of the sensors becomes degraded.

[0005] An object of the invention herein is to provide catalytic converter efficiency indications from downstream and upstream exhaust gas oxygen sensors independently of the conventional two-state output signal provided from such sensors.

[0006] The above object is achieved, and problems of prior approaches overcome, by providing both a control system and a control method for an engine having its exhaust coupled to a catalytic converter, as defined in the independent claims 1, 9 and 14. In one particular aspect of the invention, the control method comprises the steps of: delivering fuel to the engine in proportion to a fuel signal; adjusting the fuel signal with a feedback variable derived from a comparison of a reference amplitude to output amplitude of an upstream exhaust gas oxygen sensor positioned upstream of the converter; biasing the fuel signal in relation to a biasing signal derived from a comparison of a reference value to an output amplitude of a downstream exhaust gas oxygen sensor positioned downstream of the converter; generating a difference in amplitude of the downstream sensor output amplitude each sample period; storing downstream sensor output amplitude as a peak amplitude each sample period when the downstream sensor amplitude difference changes signs; indicating a downstream sensor transition when the downstream sensor difference changes signs and a difference between the stored peak value and the stored peak value stored during a previous change in the sign of the downstream sensor amplitude exceeds a predetermined value; and indicating converter efficiency from a ratio of transitions of the downstream to transitions of an upstream signal derived from the upstream sensor output amplitude.

[0007] An advantage of the above aspect of the invention is that exhaust gas oxygen sensor transitions are provided independently of the conventional sensor two-state signal. More accurate indications of converter efficiency are thereby provided than heretofore possible.

[0008] The invention will now be described further, by way of example, with reference to the accompanying drawings, in which:

Figure 1 is a block diagram of an embodiment wherein the invention is used to advantage; and

Figures 2, 3A-3B, 4A-4B, 5A-5B, 6A6B and 7A-7B are high level flow charts of various operations performed by a portion of the embodiment shown in Figure 1.

[0009] Controller 10 is shown including a conventional microcomputer including: microprocessor unit 12; input ports 14; output ports 16; read only memory 18, for storing the controlled program; random access memory 20, for temporary data storage which may also be used for counters or timers; keep alive memory 22, for storing learned values; and a conventional data bus. Outputs are shown coupled to conventional electronic drivers 18.

[0010] Controller 10 is shown receiving various signals from sensors coupled to engine 28 including: measurement of inducted mass air flow (MAF) from air flow sensor 32, engine coolant temperature (T) from temperature sensor 40; and indication of engine speed (RPM) from tachometer 42.

[0011] Output signal FEGO1 is provided from conventional exhaust gas oxygen sensor 44 coupled to right hand exhaust manifold 56 which, in this particular example, is coupled to the right hand cylinder bank of a V-8 engine. Similarly, output signal FEGO2 is shown provided by conventional exhaust gas oxygen sensor 55 coupled to left hand exhaust manifold 57. Both signal FEGO1 and signal FEGO2 are compared to a respective reference value selected at the midpoint of the sensor's average peak-to-peak output in respective comparators 48 and 49. Respective signals FEGO1S and FEGO2S are thereby generated. Both signal FEGO1S and signal FEGO2S are two-state signals having a predetermined high voltage when exhaust gases are rich of stoichiometry and a predetermined low voltage when exhaust gases are lean of stoichiometry.

[0012] Another conventional exhaust gas oxygen sensor 52 is shown coupled to the engine exhaust downstream of catalytic converter 50, sensor 52 provides signal REGO to controller 10 which is related to oxygen content in the exhaust gases. Output signal REGO is also compared to a reference value associated with its midpoint to provide two-state output signal REGOS to controller 10. Signal REGOS is a preselected high voltage when exhaust gas downstream of catalytic converter 50 are rich of stoichiometry and a low selected voltage when such exhaust gases are lean of stoichiometry.

[0013] Intake manifold 58 and intake manifold 59 are respectively coupled to the right hand cylinder bank and left hand cylinder bank of engine 28 and are also shown communicating with respective throttle body 60 and throttle body 61. Each throttle body in turn is shown connected to single air intake 64. Throttle plate 62 and mass air flow sensor 32 are shown coupled to air intake 64.

[0014] Continuing with Figure 1, conventional electronic fuel injectors 76 and 77 are shown coupled to respective throttle body 60 and throttle body 61. Fuel injectors 76 delivers fuel in response in proportion to the pulse width of signal fpwl from controller 10 via one of the conventional electronic drivers 18. Similarly, fuel injector 77 delivers fuel in proportion to the pulse width of signal fpw2 from controller 10 via one of the electronic drivers 18. Fuel is delivered to fuel injectors 76 and 77 by a conventional fuel system including fuel tank 80, fuel pump 82, and fuel rail 84.

[0015] Those skilled in the art will recognise that although a central fuel injected (CFI) system is shown for each cylinder bank, the invention claimed herein is also applicable to cylinder banks having a separate fuel injector for each cylinder.

[0016] Referring now to Figure 2, a flow chart of a routine performed by controller 10 to generate fuel trim signal FT is now described. The routine is entered after closed loop air/fuel control is commenced (step 104) in response to preselected engine operating conditions such as temperature. When closed loop control commences, signal REGOS is read from comparator 54 (step 108) and subsequently processed in the proportional plus integral control described below.

[0017] When signal REGOS is low (step 116), but was high during the previous background loop of controller 10 (step 118), preselected proportional term Pj is subtracted from fuel trim signal FT (step 120). When signal REGOS is low (step 116), and was also low during the previous background loop (step 118), preselected integral term Dj, is subtracted from fuel trim signal FT (step 122).

[0018] Similarly, when signal REGOS is high (step 116), and was also high during the previous background loop of controller 10 (step 124), integral term Ai, is added to fuel trim signal FT (step 126). When signal REGOS is high, (step 116), but was low during the previous background loop (step 124), proportional term Pi is added to fuel trim signal FT (step 128).

[0019] In accordance with the above described operation, fuel trim signal FT is generated from a proportional plus integral controller responsive to exhaust gas oxygen sensor 52. The integration steps for integrating signal REGOS in a direction to cause a lean air/fuel correction are provided by integration steps Di, and the proportional term for such correction provided by Pi. Summarily, integral term Dj and proportional term Pj cause rich air/fuel corrections.

[0020] A separate fuel delivering and fuel adjusting routine is executed by controller 10 for both the left hand cylinder bank and the right hand cylinder bank. Referring first to the right hand cylinder bank and corresponding Figures 3A-3B, an open loop fuel quantity is first determined by dividing the measurement of inducted mass air flow (MAF) by desired air/fuel ratio AFd which is typically the stoichiometric value for gasoline combustion (step 158r). This open loop fuel charge is then adjusted, in this example divided, by feedback variable FV1. The resulting desired quantity of fuel, expressed as signal Fd1, is then converted into corresponding pulse width signal fpw1 (step 159r).

[0021] After determining that closed loop control is desired (step 160r), by monitoring engine operating conditions such as temperature (T), signal FEGO1S is read during step 162r. During step 164r, fuel trim signal FT is transferred from the routine previously described with reference to Figure 2.

[0022] A conventional proportional plus integral feedback control routine is now executed during steps 165r-178r. Proportional term Pi or proportional term Pj are selected for achieving the desired air/fuel biasing indicated by fuel trim signal FT (step 165r). For example, in the event a lean air/fuel bias is required, proportional term Pi is increased. Conversely, if a rich air/fuel bias is required, proportional term Pj is increased in proportion to fuel trim signal FT. Those skilled in the art will recognise that air fuel biases may also be achieved by decreasing the proportional terms, increasing the integral terms, or decreasing the integral terms by an amount necessary to achieve the air/fuel bias.

[0023] When signal FEGO1S is low (step 166r), but was high during the previous background loop of controller 10 (step 168r), preselected proportional term Pj is subtracted from feedback variable FV1 (step 170r). When signal FEGO1S is low, (step 166r), and was also low during the previous background loop (step 168r), preselected integral term Δi is subtracted from feedback variable FV1 (step 172r).

[0024] Integral term Dj is added to feedback variable FV1 (step 176r), when signal FEGO1S is high (step 166r), and was also high during the previous background loop of controller 10 (step 174r). When signal FEGO1S is high (step 166r), but was low during the previous background loop (step 174r), proportional term Pi is added to feedback variable FV1 (step 178r).

[0025] In accordance with the above-described operation, feedback variable FV1 is generated from the proportional plus integral controller (PI) responsive to two-state signal FEGO1S derived from upstream exhaust gas oxygen sensor 44.

[0026] Substantially similar operations are performed by controller 10 to: generate the desired quantity of liquid fuel delivered to engine 28 (fuel signal Fd2 and pulse width signal fpw2); and trim the desired fuel quantity by feedback variable FV2 which is related to both two-state signal FEGOIS and fuel trim signal FT. The routines executed by controller 10 for delivering fuel to left intake manifold 59 is described in process steps 158L-178L shown in Figures 4A-4B. These process steps are substantially the same as those previously described with respect to delivering fuel to right hand intake manifold 58 with particular reference to Figures 3A-3B wherein like numerals refer to like process steps and like components.

[0027] Referring now to Figures 5A-5B, the routine for indicating transitions in the output of the upstream exhaust gas oxygen sensors are now provided. In this particular example in which a Y-pipe exhaust manifold is coupled to a single catalytic converter, and inferred upstream signal is generated (FEGOI). Inferred upstream signal FEGOI corresponds to a hypothetical single exhaust gas oxygen sensor positioned upstream of converter 50. The routine described herein is also applicable to a single exhaust gas oxygen sensor positioned upstream of converter 50.

[0028] Referring to the particular subroutine shown in Figures 5A-5B, inferred signal FEGOI is set equal to output voltage amplitude FEGO1 from sensor 44 (step 214), when signal FEGO1 is greater than signal FEGO2 (step 204) and a Y-pipe exhaust manifold configuration is utilised (step 200). In the event output voltage FEGO2 from sensor 55 is greater than output voltage FEGOI (step 204), inferred signal FEGO1 is set equal to output voltage FEGO2 (step 210). In the event a Y-pipe exhaust manifold configuration is not used (step 200), inferred signal FEGOI is set equal to the output voltage of the single exhaust gas oxygen sensor (sensor 44 in this particular example) as shown in step 214.

[0029] During step 216, the difference between inferred signal FEGOIi during the present background loop (i) of controller 10 and inferred signal FEGOI_i-1 from the previous background loop (i-1) is taken to generate signal DELTAI_i. The sign of signal DELTAI_i is stored as signal SLOPESGN during step 220. When the absolute value of signal DELTAI_i is less than deadband value DBAND (224), inferred signal FEGOI_i-1 from the preceding background loop continues to be stored as signal FEGOIi for this background loop (step 226) and the subroutine exited during step 220.

[0030] If the absolute value of signal DELTAI_i is greater than deadband value DBAND (224) and the slope of signal DELTAIi is positive (228), signal SLOPE is set equal to "1" (232). Signal SLOPE is set equal to "0" (234) when the slope of signal DELTAI_i is negative (228) and the absolute value of signal DELTAI_i is less than deadband value DBAND (224).

[0031] When the slope of signal DELTAIi changes sign between two successive background loops of controller 10 (238), inferred signal FEGOI_i is stored as a peak value (signal PEAK) during the present background loop (i) as shown in step 242.

[0032] When the difference between present signal PEAK and previously stored peak value (signal PRVPEAK) exceeds calibratable value CATAMPU (246), transition flag TRANSFEGOI for inferred signal FEGOI is set during step 250 and this routine exited.

[0033] The subroutine for detecting transitions in the output amplitude of signal REGO from sensor-52 is now described with reference to the subroutine shown in Figures 6A-6B.

[0034] The output amplitude of signal REGO is read during step 314. During step 316, the difference between signal REGOi during the present background loop (i) of controller 10 and signal REGO_i-1 from the previous background loop (i-1) is taken to generate signal DELTAR_i. The sign of signal DELTAR_i is stored as signal SLOPESGN during step 320. When the absolute value of signal DELTAR_i is less than deadband value DBAND (323), signal REGO_i-1 from the preceding background loop continues to be stored as signal REGO_i for this background loop (step 326) and the subroutine exited during step 320.

[0035] If the absolute value of signal DELTAR_i is greater than deadband value DBAND (324) and the slope of signal DELTAR_i is positive (328), signal SLOPE is set equal to "1" (332). Signal SLOPE is set equal to "0" (334) when the slope of signal DELTAR_i is negative (328) and the absolute value of signal DELTAR_i is less than deadband value DBAND (324).

[0036] When the slope of signal DELTAR_i changes sign between two successive background loops of controller 10 (338), signal REGO_i is stored as a peak value (signal PEAK) during the present background loop (i) as shown in step 342.

[0037] When the difference between present signal PEAK and previously stored peak value (signal PRVPEAK) exceeds calibratable value CATAMPU (346), transition flag TRANSREGO for signal REGO is set during step 350 and this routine exited.

[0038] An example of indicating converter efficiency is now described with particular reference to the flow charts shown in Figures 7A-7B. During step 690, initial engine conditions are checked before entering the test cycle described below. More specifically, engine temperature (T) should be within a predetermined range, a predetermined time should have elapsed since the engine was started, and closed loop air/fuel control should have been operable for at least a preselected time.

[0039] For each background loop, inferred signal FEGOI is read (step 594) from the subroutine previously described with reference to Figures 5A-5B. Inferred signal FEGOI is an inference of an output from a hypothetical exhaust gas oxygen sensor exposed to a hypothetical blended mixture of exhaust gases from right hand exhaust manifold 56 and left hand exhaust manifold 57.

[0040] Continuing with Figures 7A-7B, the inducted air flow range in which engine 28 is operating is determined during steps 700, 704, and 706. These ranges are described as range (1), range (2), and range (n) for this particular example wherein "n" inducted air flow ranges are used to advantage. Assuming engine operation is within air flow range (1), transitions between states of inferred signal FEGOI are counted to generate count signal CIE₁. This count is compared to maximum count CIE_1max during step 712. While engine operation remains within air flow range (1), a test period of predetermined duration is generated by incrementing count CIE₁ each transition of signal FEGOI until count CIE₁ is equal to maximum count CIE_1max (step 716). During this test period (1), which is a subtest period of the test period for converter efficiency, count CR₁ is incremented each transition of signal REGOS (step 718). Stated another way, count CR₁ is increment each transition of signal REGOS until count CIE₁ equals CIE_1max.

[0041] When engine operation is within air flow range (2) as shown in step 704, count CIE₂ and count CR₂ are determined in steps 722, 726, and 728 in a manner similar to that described above for air flow range (1) with respect to steps 712, 716, and 718. Each transition of signal FEGOI, count CIE₂ is incremented until it reaches maximum count CIE_2max (step 722). Predetermined subtest period (2) is thereby defined. During test period (2), count CR₂ is incremented each transition of signal REGOS (step 728).

[0042] The above described operation occurs for each air flow range comprising the test period. When engine 28 is operating within the highest air flow range (n) for the test period, as shown in step 706, subtest period (n), count CIE_n, and count CR_n are generated as shown in step 732, 736, and 738.

[0043] During step 750, a determination is made as to whether engine 28 has operated in all air flow ranges (1 ^{· · ·} n) for respective subtest periods (1 ^{· · ·} n) of the converter test period. Stated another way, step 750 determines when each count of transitions in signal IE (CIE₁ ^{· · ·} CIE_n) have reached their respective maximum values (CIE_1max ^{· · ·} CIE_nmax). Each count of transitions in signal IE (CIE₁ ^{· · ·} CIE_n) for respective test periods (1 ^{· · ·} n) are summed in step 754 to generate total count CIE_t. For reasons described above, the same total count CIE_t may be obtained by summing each maximum count (CIE_1max ^{· · ·} CIE_nmax) for respective test periods (1 ^{· · ·} n).

[0044] Total count CR_t is generated in step 756 by summing each count (CR₁ ^{· · ·} CR_n) for respective test periods (1 ^{· · ·} n). A Ratio of total counts CR_t to total count CIE_t is then calculated during step 760 and all counts subsequently reset in step 762. If the calculated ratio is greater than a preselected reference ratio (RAT_f), a flag is set (steps 766 and 770) indicating that converter efficiency is below a preselected limit.

[0045] The actual ratio calculated from step 766 may be used to provide a measurement of converter efficiency. Due to the advantages described previously herein, this indication of converter efficiency is accurate over a wider range of converter efficiencies than heretofore possible.

[0046] An example of operation has been presented wherein both upstream sensors 44 and 55 were positioned in a Y-pipe exhaust and a single inferred signal generated from both sensors. The invention claimed herein, however, may be used to advantage with other exhaust configurations such as those employing single sensors.

Claims

1. A control method for an engine having its exhaust (56,57) coupled to a catalytic converter (50), comprising the steps of:

detecting changes in gradient of output amplitude from a downstream exhaust gas oxygen sensor (52) positioned downstream of the converter (50);

providing a downstream switch indication whenever a difference between a first of said downstream sensor (52) output amplitudes occurring at a first of said gradient changes and a subsequent second of said downstream sensor output amplitudes occurring at a second of said gradient changes exceeds a predetermined value; and

indicating catalytic efficiency from a ratio of counts of said downstream switch indications to a ratio of counts in transitions of an upstream signal derived from at least one upstream exhaust gas oxygen sensor (44,55) positioned upstream of the converter.

2. A control method as claimed in claim 1 further comprising the steps of: generating a downstream two-state signal by comparing a reference value to downstream sensor output amplitude; and adjusting fuel delivered to the engine with a correction signal derived from said downstream two-state signal;

3. A control method as claimed in Claim 2 further comprising the steps of: generating an upstream two-state signal by comparing a reference amplitude to output amplitude of said upstream exhaust gas oxygen sensor; and further correcting said delivered fuel by a feedback variable derived from said upstream two-state signal.

4. A control method as claimed in Claim 3, wherein said upstream signal is said upstream sensor output amplitude.

5. A method as claimed in Claim 4, wherein said correction signal adjusts said fuel delivered by biasing said feedback variable.

6. A control method as claimed in Claim 4, wherein said upstream transitions are generated whenever a difference between a first of said upstream sensor output amplitudes occurring at a first of said gradient changes and a subsequent second of said downstream sensor output amplitudes occurring at a second changes in gradient of said upstream sensor output amplitudes exceeds a preselected difference.

7. A control method as claimed in Claim 2, wherein said upstream signal is inferred from the output of a first upstream exhaust gas oxygen sensor and a second upstream exhaust gas oxygen sensor, both being positioned upstream of the converter.

8. A control method as claimed in Claim 7, wherein said upstream signal is set equal to said first sensor output when said first sensor output is greater than said second sensor output and is set equal to said second sensor output when said second sensor output is greater than said first sensor output.

9. A control method for an engine having its exhaust coupled to a catalytic converter, comprising the steps of:

delivering fuel to the engine in proportion to a fuel signal;

adjusting said fuel signal with a feedback variable derived from a comparison of a reference amplitude to output amplitude of an upstream exhaust gas oxygen sensor positioned upstream of the converter;

biasing said fuel signal in relation to a biasing signal derived from a comparison of a reference value to an output amplitude of a downstream exhaust gas oxygen sensor positioned downstream of the converter;

generating a difference in amplitude of said downstream sensor output amplitude each sample period;

storing downstream sensor output amplitude as a peak amplitude each sample period when said downstream sensor amplitude difference changes signs;

indicating a downstream sensor transition when said downstream sensor difference changes signs and a difference between said stored peak value and said stored peak value stored during a previous change in said sign of said downstream sensor amplitude exceeds a predetermined value; and

indicating converter efficiency from a ratio of transitions of said downstream sensor transitions to transitions of an upstream signal derived from said upstream sensor output amplitude.

10. A control method as claimed in claim 9 further comprising the steps of adjusting said predetermined value in relation to an average of said difference between stored peak values.

11. A control method as claimed in Claim 9 further comprising the steps of:

generating a difference in amplitude of said upstream signal each sample period;

storing said upstream signal as a peak amplitude each sample period when said upstream signal amplitude difference changes sign; and

indicating an upstream signal transition when said upstream signal difference changes sign and a difference between said stored peak value and said stored peak value stored during a previous change in said sign of said upstream signal exceeds a preselected value.

12. A control method as claimed in Claim 9, wherein said upstream signal is inferred from both said upstream sensor output and from a second exhaust gas oxygen sensor positioned upstream of the converter.

13. A control method as claimed in Claim 9, wherein said upstream signal is equal to said upstream sensor output amplitude.

14. A control system for an engine having its exhaust coupled to a catalytic converter, comprising:

a fuel controller generating a downstream two-state signal by comparing a reference value to a downstream exhaust gas oxygen sensor positioned downstream of the converter and adjusting fuel delivered to the engine with a correction signal derived from said downstream two-state signal;

processing means for detecting changes in gradient of said downstream sensor output amplitude , said processing means providing a downstream switch indication whenever a difference between a first of said downstream sensor output amplitudes occurring at a first of said gradient changes and a subsequent second of said downstream sensor output amplitudes occurring at a second of said gradient changes exceeds a predetermined value; and

indicating means for indicating catalytic efficiency from a ratio of counts of said downstream switch indications to a ratio of counts in transitions of an upstream signal derived from at least one upstream exhaust gas oxygen sensor positioned upstream of the converter.

15. A control system as claimed in claim 14, wherein said fuel controller further adjust said delivered fuel in response to a feedback variable derived from said upstream sensor.

Ansprüche

1. Verfahren zur Steuerung eines Motors, dessen Auspuff (56, 57) mit einem katalytischen Wandler (50) gekoppelt ist, welches folgende Schritte aufweist:

Erfassen von Änderungen im Gradienten der Ausgangsamplitude von einer stromunterhalb des Wandlers (50) angeordneten stromabwärtigen Abgas-Sauerstoffsonde (52);

Abgabe einer Anzeige eines stromabwärtigen Schaltsprunges immer dann, wenn eine Differenz zwischen einer bei einer ersten der besagten Gradientenänderungen auftretenden ersten der besagten Ausgangsamplituden der stromabwärtigen Sonde (52) und einer bei einer zweiten der besagten Gradientenänderungen auftretenden zweiten der besagten Ausgangsamplituden der stromabwärtigen Sonde einen vorgegebenen Wert überschreitet; und

Anzeigen des Wirkungsgrades des katalytischen Wandlers anhand eines Verhältnisses zwischen Zählwerten der Schaltsprunganzeigen für besagte stromabwärtige Sonde und einem Verhältnis von Zählwerten von Sprüngen in einem stromaufwärtigen Signal, das von wenigstens einer stromoberhalb des Wandlers angeordneten stromaufwärtigen Abgas-Sauerstoffsonde (44, 55) erzeugt wird.

2. Steuerverfahren nach Anspruch 1, außerdem folgende Schritte aufweisend:

Erzeugen eines stromabwärtigen Zweipunktsignals durch Vergleich eines Referenzwertes mit der Ausgangsamplitude der stromabwärtigen Sonde; und

Nachstellen des an den Motor gelieferten Kraftstoffes mittels eines Korrektursignals, das aus dem stromabwärtigen Zweipunktsignal abgeleitet wird.

3. Steuerverfahren nach Anspruch 2, außerdem folgende Schritte aufweisend:

Erzeugen eines stromaufwärtigen Zweipunktsignals durch Vergleich einer Referenzamplitude mit der Ausgangsamplitude der besagten stromaufwärtigen Abgas-Sauerstoffsonde; und

weiteres Korrigieren der besagten abgegebenen Kraftstoffmenge über eine Rückführungsvariable, welche aus besagtem stromaufwärtigem Zweipunktsignal abgeleitet ist.

4. Steuerverfahren nach Anspruch 3, in welchem besagtes stromaufwärtiges Signal die besagte Ausgangsamplitude der stromaufwärtigen Sonde ist.

5. Steuerverfahren nach Anspruch 4, in welchem besagtes Korrektursignal besagte abgegebene Kraftstoffmenge durch Beeinflussung der Rückführungsvariablen nachstellt.

6. Steuerverfahren nach Anspruch 4, in welchem besagte stromaufwärtige Signalsprünge stets dann erzeugt werden, wenn eine Differenz zwischen einer bei einer ersten der besagten Gradientenänderungen auftretenden ersten Ausgangsamplitude der besagten stromaufwärtigen Abgas-Sauerstoffsonde und einer darauffolgenden, bei einer zweiten Gradientenänderung der Ausgangsamplitude der besagten stromaufwärtigen Abgas-Sauerstoffsonde entstehenden zweiten Ausgangsamplitude der besagten stromabwärtigen Abgas-Sauerstoffsonde eine vorgegebene Differenz übersteigt.

7. Steuerverfahren nach Anspruch 2, in welchem besagtes stromaufwärtiges Signal von dem Ausgang einer ersten stromaufwärtigen Abgas-Sauerstoffsonde und einer zweiten stromaufwärtigen Abgas-Sauerstoffsonde abgeleitet wird, die beide stromoberhalb von dem Wandler angeordnet sind.

8. Steuerverfahren nach Anspruch 7, in welchem besagtes stromaufwärtiges Signal dem Ausgang der besagten ersten Sonde gleichgesetzt wird, wenn besagter erster Sondenausgang größer als besagter zweiter Sondenausgang ist, und dem Ausgang der besagten zweiten Sonde gleichgesetzt wird, wenn besagter zweiter Sondenausgang größer als besagter erster Sondenausgang ist.

9. Steuerverfahren für einen Motor, dessen Auspuff mit einem katalytischen Wandler gekoppelt ist, welches Verfahren folgende Schritte aufweist:

Abgabe von Kraftstoff an den Motor proportional zu einem Kraftstoffsignal;

Einstellen des Kraftstoffsignals anhand einer Rückführungsvariablen, die aus einem Vergleich einer Referenzamplitude mit der Ausgangsamplitude einer stromoberhalb des Wandlers angeordneten stromaufwärtigen Abgas-Sauerstoffsonde abgeleitet wird;

Beeinflussen des Kraftstoffsignals gemäß einem Verlagerungssignal, das aus einem Vergleich eines Referenzwertes mit der Ausgangsamplitude einer stromabwärts des Wandlers angeordneten stromabwärtigen Abgas-Sauerstoffsonde abgeleitet ist;

Erzeugen einer Amplitudendifferenz der Ausgangsamplitude der besagten stromabwärtigen Sonde in jeder Meßperiode;

Speichern der Ausgangsamplitude der stromabwärtigen Sonde als Spitzenamplitude in jeder Meßperiode, wenn die Amplitudendifferenz der Amplitude der stromabwärtigen Sonde eine Vorzeichenänderung erfährt;

Anzeigen eines Sprunges der stromabwärtigen Sonde jedesmal dann, wenn die Differenz der stromabwärtigen Sonde eine Vorzeichenänderung erfährt, und eine Differenz zwischen dem gespeicherten Spitzenwert und dem bei einer vorangehenden Vorzeichenänderung der Amplitude der stromabwärtigen Sonde gespeicherten Spitzenwert einen vorgegebenen Wert überschreitet; und

Anzeigen des Wandlerwirkungsgrades anhand eines Sprungverhältnisses zwischen den Sprüngen der besagten stromabwärtigen Sonde und den Sprüngen des aus der Ausgangsamplitude der stromaufwärtigen Sonde abgeleiteten stromaufwärtigen Signals.

10. Steuerverfahren nach Anspruch 9, des weiteren die Schritte der Anpassung des besagten vorgegebenen Wertes in Abhängigkeit von einem Durchschnitt der besagten Differenzen zwischen den gespeicherten Spitzenwerten beinhaltend.

11. Steuerverfahren nach Anspruch 9, außerdem folgende Schritte aufweisend:

Erzeugen einer Amplitudendifferenz des besagten stromaufwärtigen Signals für jede Testperiode;

Speichern des besagten stromaufwärtigen Signals als eine Spitzenamplitude in jeder Testperiode, wenn besagte Amplitudendifferenz im stromaufwärtigen Signal eine Vorzeichenänderung erfährt; und

Anzeigen eines stromaufwärtigen Signalsprunges, wenn besagte stromaufwärtige Signaldifferenz eine Vorzeichenänderung erfährt und eine Differenz zwischen besagtem gespeichertem Spitzenwert und besagtem bei einer vorangehenden Vorzeichenänderung des besagten stromaufwärtigen Signales gespeichertem Spitzenwert einen vorgegebenen Wert überschreitet.

12. Steuerverfahren nach Anspruch 9, in welchem besagtes stromaufwärtiges Signal sowohl von besagtem stromaufwärtigem Sondenausgang als auch von einer stromoberhalb des Wandlers angeordneten zweiten Abgas-Sauerstoffsonde abgeleitet wird.

13. Steuerverfahren nach Anspruch 9, in welchem besagtes stromaufwärtiges Signal gleich der Ausgangsamplitude der besagten stromaufwärtigen Sonde ist.

14. Steuersystem für einen Motor, dessen Auspuff mit einem katalytischen Wandler gekoppelt ist, welches System folgendes beinhaltet:

eine Kraftstoff-Steuerung, welche ein stromabwärtiges Zweipunktsignal erzeugt, indem sie einen Referenzwert mit einer stromunterhalb des Wandlers angeordneten stromabwärtigen Abgas-Sauerstoffsonde vergleicht, und den an den Motor gelieferten Kraftstoff mittels eines Korrektursignals nachstellt, das von besagtem stromabwärtigem Zweipunktsignal abgeleitet wird;

Prozessormittel zur Erfassung von Gradientenänderungen der Ausgangsamplitude der besagten stromabwärtigen Sonde, wobei besagte Prozessormittel eine Anzeige eines stromabwärtigen Schaltsprunges immer dann liefern, wenn eine Differenz zwischen einer bei einer ersten der besagten Gradientenänderungen entstehenden ersten Ausgangsamplitude der besagten stromabwärtigen Sonde und einer darauffolgenden, bei einer zweiten der besagten Gradientenänderungen auftretenden zweiten Ausgangsamplitude der besagten stromabwärtigen Sonde einen vorgegebenen Wert überschreitet; und

Anzeigemittel zur Anzeige des Wirkungsgrades des katalytischen Wandlers anhand eines Verhältnisses zwischen den Zählwerten der besagten stromabwärtigen Signalsprunganzeigen und einem Verhältnis der Zählwerte an Sprüngen eines stromaufwärtigen Signals, das über wenigstens eine stromoberhalb des Wandlers angeordnete stromaufwärtige Abgas-Sauerstoffsonde gewonnen wird.

15. Steuersystem nach Anspruch 14, in welchem besagte Kraftstoff-Steuerung außerdem besagte Kraftstoffabgabe in Reaktion auf eine von besagter stromaufwärtiger Sonde gewonnene Rückführvariable nachstellt.

Revendications

1. Procédé de commande destiné à un moteur dont l'échappement (56, 57) est relié à un pot catalytique (50), comprenant les étapes consistant à :

détecter des variations de gradient de l'amplitude de sortie provenant d'un capteur d'oxygène dans les gaz d'échappement aval (52 ) positionné en aval du pot catalytique (50),

procurer une indication de commutation aval à chaque fois qu'une différence, entre une première des amplitudes de sortie dudit capteur aval (52) apparaissant au niveau d'une première desdites variations de gradient et une seconde amplitude suivante des amplitudes de sortie dudit capteur aval apparaissant pour une seconde variation parmi lesdites variations de gradient, dépasse une valeur prédéterminée, et

indiquer une efficacité catalytique à partir d'un rapport des comptes desdites indications de commutation aval sur un rapport des comptes des transitions d'un signal amont obtenu à partir d'au moins un capteur d'oxygène dans les gaz d'échappement amont (44, 55) positionné en amont du pot catalytique.

2. Procédé de commande selon la revendication 1, comprenant en outre les étapes consistant à : engendrer un signal à deux états aval en comparant une valeur de référence à une amplitude de sortie de capteur aval, et ajuster le carburant délivré au moteur à l'aide d'un signal de correction obtenu à partir dudit signal à deux états aval.

3. Procédé de commande selon la revendication 2, comprenant en outre les étapes consistant à : engendrer un signal à deux états amont en comparant une amplitude de référence à une amplitude de sortie dudit capteur d'oxygène dans les gaz d'échappement amont, et corriger davantage ledit carburant délivré grâce à une variable de contre-réaction obtenue à partir dudit signal à deux états amont.

4. Procédé de commande selon la revendication 3, dans lequel ledit signal amont est l'amplitude de sortie dudit capteur amont.

5. Procédé de commande selon la revendication 4, dans lequel ledit signal de correction ajuste ledit carburant délivré en polarisant ladite variable de contre-réaction.

6. Procédé de commande selon la revendication 4, dans lequel lesdites transitions amont sont engendrées à chaque fois qu'une différence entre une première amplitude parmi les amplitudes de sortie dudit capteur amont apparaissant lors d'une première desdites modifications de gradient, et une seconde amplitude suivante parmi les amplitudes de sortie dudit capteur aval apparaissant pour une seconde modification de gradient des amplitudes de sortie dudit capteur amont, dépasse une différence présélectionnée.

7. Procédé de commande selon la revendication 2, dans lequel ledit signal amont est induit à partir de la sortie d'un premier capteur d'oxygène dans les gaz d'échappement amont et d'un second capteur d'oxygène dans les gaz d'échappement amont, tous deux étant positionnés en amont du pot catalytique.

8. Procédé de commande selon la revendication 7, dans lequel ledit signal amont est rendu égal à la sortie dudit premier capteur lorsque la sortie dudit premier capteur est supérieure à la sortie dudit second capteur, et est rendu égal à la sortie dudit second capteur lorsque la sortie dudit second capteur est supérieure à la sortie dudit premier capteur.

9. Procédé de commande destiné à un moteur dont l'échappement est relié à un pot catalytique, comprenant les étapes consistant à :

délivrer du carburant au moteur en proportion d'un signal de carburant,

ajuster ledit signal de carburant avec une variable de contre-réaction obtenue à partir d'une comparaison d'une amplitude de référence avec une amplitude de sortie d'un capteur d'oxygène dans les gaz d'échappement amont positionné en amont du pot catalytique,

polariser ledit signal de carburant en relation avec un signal de polarisation obtenu à partir d'une comparaison d'une valeur de référence avec une amplitude de sortie d'un capteur d'oxygène dans les gaz d'échappement aval positionné en aval du pot catalytique,

engendrer une différence d'amplitude de l'amplitude de sortie dudit capteur aval à chaque période d'échantillonnage,

mémoriser une amplitude de sortie de capteur aval en tant qu'amplitude de crête à chaque période d'échantillonnage lorsque la différence d'amplitude dudit capteur aval change de signe,

indiquer une transition du capteur aval lorsque ladite différence du capteur aval change de signe et qu'une différence entre ladite valeur de crête mémorisée, et ladite valeur de crête mémorisée, mémorisée durant un changement précédent dudit signe de ladite amplitude du capteur aval dépasse une valeur prédéterminée, et

indiquer une efficacité du pot catalytique à partir d'un rapport des transitions desdites transitions de capteur aval sur les transitions d'un signal amont obtenu à partir de ladite amplitude de sortie du capteur amont.

10. Procédé de commande selon la revendication 9, comprenant en outre les étapes consistant à ajuster ladite valeur prédéterminée en liaison avec une moyenne de ladite différence entre des valeurs de crête mémorisées.

11. Procédé de commande selon la revendication 9, comprenant en outre les étapes consistant à :

engendrer une différence d'amplitude dudit signal amont à chaque période d'échantillonnage,

mémoriser ledit signal amont en tant qu'une amplitude de crête à chaque période d'échantillonnage lorsque la différence d'amplitude dudit signal amont change de signe, et

indiquer une transition du signal amont lorsque la différence de signal amont change de signe et qu'une différence entre ladite valeur de crête mémorisée, et ladite valeur de crête mémorisée, mémorisée durant un changement précédent dudit signe dudit signal amont dépasse une valeur présélectionnée.

12. Procédé de commande selon la revendication 9, dans lequel ledit signal amont est induit à partir à la fois de la sortie dudit capteur amont et à partir d'un second capteur d'oxygène dans les gaz d'échappement positionné en amont du pot catalytique.

13. Procédé de commande selon la revendication 9, dans lequel ledit signal amont est égal à l'amplitude de sortie dudit capteur amont.

14. Système de commande destiné à un moteur dont l'échappement est relié à un pot catalytique, comprenant :

un contrôleur de carburant engendrant un signal à deux états aval en comparant une valeur de référence à un capteur d'oxygène dans les gaz d'échappement aval positionné en aval du pot catalytique, et ajustant le carburant délivré au moteur à l'aide d'un signal de correction obtenu à partir dudit signal à deux états aval,

un moyen de traitement destiné à détecter des variations de gradient de l'amplitude de sortie dudit capteur aval, ledit moyen de traitement procurant une indication de commutation aval à chaque fois qu'une différence entre une première amplitude parmi les amplitudes de sortie dudit capteur aval apparaissant lors d'une première modification parmi lesdites modifications de gradient, et une seconde amplitude suivante parmi les amplitudes de sortie dudit capteur aval apparaissant lors d'une seconde modification parmi lesdites modifications de gradient, dépasse une valeur prédéterminée, et

un moyen d'indication destiné à indiquer une efficacité catalytique à partir d'un rapport de comptes desdites indications de commutation aval sur un rapport des comptes des transitions d'un signal amont obtenu à partir d'au moins un capteur d'oxygène dans les gaz d'échappement amont positionné en amont du pot catalytique.

15. Système de commande selon la revendication 14, dans lequel ledit contrôleur de carburant ajuste en outre ledit carburant délivré en réponse à une variable de contre-réaction obtenue à partir dudit capteur amont.

Drawing